Method and apparatus for the optimised use of the drive batteries of an electric vehicle

Abstract: The device optimises the use of energy of the drive batteries(1) of an electric vehicle allowing a driving strategy of the "economic" type or of the "sporting" type to be set by means of a selector (15). The device measures the instantaneous power (Pi) delivered by the batteries(1), compares the measured power (Pi) with a different reference value depending on the selected drive strategy, and controls a torque limiter (23) in dependence on the position of an accelerator member (25) and the result of the said comparison.

Description: The present invention relates to a method and apparatus for optimised use of the drive batteries of an electric vehicle. It is known that the range of an electric vehicle depends on the energy stored in the drive batteries which is strongly influenced by the driving "style"; that is to say a "sporting" type of driving with significant and sudden accelerations, and therefore with a requirement for high peaks of power, can severely reduce the range of the vehicle with respect to driving of the "quiet" type, that is without sharp speed variations. It is also known that the useful capacity of a battery depends in a non-proportional manner on the way in which it becomes discharged, in other words on the current required; for example, for a twelve Volt 50Ah lead-acid accumulator with a discharge current of 10A, the discharge time is about five hours, whilst with a discharge current of 20A the discharge time falls sharply to two hours, equivalent to a useful capacity of 40Ah rather than the nominal 50Ah. Document US-A-3 943 420 discloses a battery vehicle having a normal speed range for house to house deliveries and an extended speed range from lengthy journeys such as to and from delivery rounds. The extended speed range is engageable by operation of a manual range control. The manual range control is rendered inoperative on startup so that the extended speed range is not immediately available but only after a delay. Thus, high speed operation which is very wasteful of energy is avoided for house to house deliveries, enabling the round to be completed. It is therefore evident that to increase the range it is necessary to limit the discharge current as far as possible. The object of the present invention is to provide a method and apparatus for the optimised utilisation of the drive batteries of an electric vehicle for the purpose of increasing its range, which is particularly effective, reliable and of low cost. According to the present invention this object is achieved by a method and apparatus having the characteristics set out in a specific manner in the claims which follow. The invention will now be described with reference to the attached drawings, provided purely by way of non-limitative example, in which: Figure 1 is a block schematic diagram illustrating the general structure of an apparatus according to the invention; Figure 2 illustrates a further embodiment of the apparatus of Figure 1. Referring to Figure 1, the reference numeral 1 generally indicates the assembly of drive batteries present on an electric vehicle, constituted by a number n of identical batteries connected in series and/or in parallel. For simplicity this assembly will be considered as a single battery, the following statements also being true for an assembly of drive batteries. The battery 1 is connected to a power measuring circuit 3 connected to a first input 4 of a control device 5 in turn connected to an electric drive motor 7 for the vehicle (not shown). The measuring circuit 3 detects the voltage and current delivered from the battery 1 and correspondingly calculates the instantaneous electric power Pi delivered. The control device 5 receives the power Pi via the measuring circuit 3 and transfers to the electric motor 7 the electrical power necessary for this motor to develop a drive torque equal to a reference torque indicated by a signal applied to its input 31. The power measuring device 3 is connected to a first input 11 of a power limiting circuit 9 the second input 13 of which receives a signal from a manually operable selector 15 which can assume two positions 17 and 19 for setting the system so as to allow the vehicle to operate in a first mode, the so-called power mode, or in a second mode, the so-called economy mode, respectively. The power limiter circuit 9 is arranged for comparing the instantaneous power Pi delivered from the battery with two different predetermined reference values depending on whether the selector 15 is in the position 17 or the position 19 as will be clarified hereinbelow. The power limiter circuit 9 is connected to a first input 21 of a torque limiter circuit 23. The accelerator pedal of the vehicle is indicated 25. It is connected to an electric position sensor 27 which in turn is connected to the second input 29 of the torque limiter circuit 23. The output of this latter is connected to the input 31 of the control device 5. The torque limiter circuit is adapted to generate at its output a torque reference signal as a function of the position of the accelerator pedal 25 (indicative of the required drive torque) and of the signals which arrive from the power limiter circuit 9, which in their turn depend upon the instantaneous power Pi delivered by the battery 1 and on the position to which the selector 15 has been set. Before going on to the description of the operation of the device of Figure 1 it is necessary to start by stating various considerations. Every battery, for example a lead acid accumulator, has a maximum deliverable power which is a function of its physical characteristics; this power is stated by the battery manufacturer. It is evident that the power demanded cannot ever be greater than that maximum deliverable. It is however suitable that the maximum power Pmax demanded from the battery is always less than the maximum power stated by the battery manufacturer in order to avoid possible irreversible damage to the battery itself. It is therefore necessary for the electric vehicle drive control system to be arranged in such a way that it involves delivery of a maximum power Pmax (less than or equal to the nominal power which can be delivered by the battery) which guarantees that the battery itself is not damaged. With reference to Figure 1, if in use the driver of the electrical vehicle wishes to drive in a "sporting" manner to the detriment of the range, he sets the selector 15 in the (power) position 17, setting the system to deliver, if necessary, the maximum power available, Pmax; on the other hand, if the driver wishes to drive in such a way as to achieve the maximum range, he positions the selector 15 in the position 19, setting the system to deliver to the motor at most a lower, but nevertheless acceptable maximum power Pmed, with Pmed < Pmax. For example, considering an electric vehicle having four hundred kilograms of lead acid accumulator batteries, Pmax = about 30Kw and Pmed = about 20 Kw can be satisfactory values for normal driving requirements. Having stated this we will now describe the operation of the device of Figure 1, supposing that the selector 15 is in the (power) position 17. When the driver presses the accelerator 25, the detector 27 provides a corresponding signal indicative of the drive torque demand to the torque limiter 23. The drive battery 1 delivers a certain instantaneous power Pi which is measured by the power measuring device 3 and then provided to the electric motor 7 via the control device 5. The instantaneous power Pi delivered by the battery 1 is compared in the power limiter 9 with the power Pmax. If as a result of this comparison Pi ≤ Pmax the power limiter 9 sends an enabling signal to the torque limiter 23 which provides to the control device 5 a signal indicative of the power demanded corresponding to the position of the accelerator pedal 25. If on the other hand the result of the comparison is that Pi > Pmax the power limiter 9 provides a command signal to the torque limiter 23 and correspondingly the torque limiter 23 reduces the reference torque applied to the control device 5 such that Pi ≤ Pmax even if the position of the accelerator pedal 25 corresponds to a demand for greater torque. If the selector 15 is moved to the economy position 19 all that just described above continues to be valid with the single exception that the power limiter 9 compares the power Pi with Pmed. If Pi ≤ Pmed the power limiter circuit 9 sends an enabling signal to the torque limiter circuit 23 to apply a reference signal to the control device 5 indicative of the drive torque which corresponds to the position of the accelerator pedal 25. If on the other hand Pi > Pmed the power limiter circuit 9 provides a signal to the torque limiter circuit 23 such as to cause a reduction in the torque reference applied to the control device 5 thereby in fact limiting the torque delivered by the motor 7 such that Pi ≤ Pmed. In the variant embodiment of Figure 2 the sensor 27 associated with the accelerator pedal 15 is connected to a differentiation circuit 35 connected to a third input 37 of the power limiter circuit 9. In use, if the selector 15 is in the "economy" position 19 and if the signal provided at the output of the differentiator circuit 35 is indicative of a rapid actuation of the accelerator (for example for a so-called "kick down" typical of emergency situations in which the driver requires maximum acceleration from the vehicle) the power limiter circuit 9 assumes Pmax as the limit of deliverable power from the battery in place of Pmed such that if the pedal 25 is not subsequently released, the torque limiter circuit 23 correspondingly allows the delivery of the maximum torque by the motor, thereby making it possible to get out of the emergency situation. Naturally, the principle of the invention remaining the same, the details of construction and the embodiments can be widely varied with respect to what has been described and illustrated, without by this departing from the ambit of the present invention as defined by the appended claims. In particular, the two-position selector 15 may be replaced by a switch or a two-position push button, it could be in a special position on the gear change lever, etc. The power measuring circuit 3, the power limiting circuit 9 and the torque limiting circuit 23 can all be entirely or partly integrated in single circuit or else their functions may be performed by a microprocessor programmed with suitable software. The accelerator pedal may be replaced by a manual control device, for example a rheostat or control levers, etc.

Claims: A method for the optimised use of the drive battery (1) of an electric motor vehicle provided with at least one drive battery (1) adapted to supply an electric propulsion unit (7) via a control device (5), an accelerator member (25) associated with the propulsion unit (7) and position sensor means (27) associated with the accelerator member (25) and coupled to the control device (5); characterised in that it comprises the steps of: selectively generating first and second control signals (17, 19); detecting the position of the accelerator member (25); measuring the electrical power (Pi) delivered by the drive battery (1); comparing the measured electrical power (Pi) with first and second reference values (Pmax, Pmed) the first (Pmax) of which is greater than the second (Pmed), depending on whether the first or the second control signal respectively has been generated; generating a drive torque reference signal in dependence on the position of the accelerator member (25) and on the measured electrical power (Pi); the said torque reference signal being indicative of the drive torque corresponding to the instantaneous position of the accelerator member (25) when the measured electrical power (Pi) is less than or equal to the first or second reference value (Pmax, Pmed) depending on whether the first or the second control signal has been generated, and being indicative of a first or second predetermined maximum torque value, the first of which is greater than the second, depending on whether the first or the second control signal has been generated, when the measured electrical power (Pi) is greater than the first or second reference value (Pmax, Pmed) respectively; and delivering electrical power to the propulsion unit (7) via the control device (5) such that the drive torque developed by it is equal to the generated torque reference value. A method according to claim 1, characterised in that when the said second control signal (19) is generated the speed of actuation of the accelerator member (25) is detected and when the said actuation speed exceeds a predetermined value the power delivered by the battery (1) is compared to the said first power reference value rather than the second reference value, and the first drive torque reference signal rather than the second reference signal is generated and used for control of the electrical power delivered to the propulsion unit (7). Apparatus for the optimised utilisation of the drive battery (1) of an electric motor vehicle having at least one drive battery (1) adapted to supply an electrical propulsion unit (7) via a control device (5), an accelerator member (25) associated with the propulsion unit (7), and position sensor means (27) associated with the accelerator member (25) and coupled to the said control device (5); characterised in that it comprises: power measurement means (3) connected to the battery (1); manually operable selector means (15) for selectively generating a first or a second control signal (17,19); power comparator and limiter means (9) connected to the said selector means (15)and to the said power measurement means (3), and arranged to compare the measured electrical power with a first, greater, or a second, smaller, reference value (Pmax, Pmed) when the said selector means (15) generate the first or the second control signal respectively; torque reference signal generator means (23) connected to the said power comparator and limiter means (9) and position sensor means (27) of accelerator member (25); the said generator means (23) being arranged to generate and apply to the said control device (5) a drive torque reference signal dependent on the position of the accelerator member (25) and of the measured electrical power (Pi); the said torque reference signal being indicative of the drive torque corresponding to the instantaneous position of the accelerator member (25) when the measured electrical power (Pi) is less than or equal to the first or the second reference value (Pmax Pmed) depending on whether the first or the second control signal has been generated, and being indicative of a first or second predetermined maximum torque value, the first of which is greater than the second, depending on whether the first or the second control signal has been generated, when the measured electrical power (Pi) is greater than the first or second reference value (Pmax Pmed) respectively; the said control device (5) being arranged to allow delivery of electrical power to the propulsion unit (7) such that the drive torque developed by it is equal to the torque reference value generated by the said generator means (23). A device according to Claim 3, characterised in that it further includes a differentiator device (35) connected to the sensor means (27) for detecting the position of the accelerator member (25) and to the power comparator and limiter means (9) and operable to generate a signal indicative of the speed of operation of the said accelerator member (25); and in that the said power comparator and limiter means (9) are arranged to compare the measured electrical power (Pi) with the said first reference value (Pmax) when the said selector means (15) generate the second control signal and the speed of operation of the accelerator member (25) exceeds a predetermined threshold.

Inventors: BONINO MARCO, VITTONE ORESTE, BONINO, MARCO, VITTONE, ORESTE
Applicants: FIAT AUTO SPA, FIAT AUTO S.P.A.
Application year: 1994
Main classification: B60L11
IPC codes: B60L15, B60L11